Method of treatment of worn steel rails.



G. LANGFORD.

METHOD OF TREATMENT OF WORN STEEL RAILS.

APPLICATION FILED MAY 14, 1915.

Patented J an. 16, 1917.

3 SHEETSSHEET l.

G. LANGFORD. METHOD OF TREATMENT OF WORN STEEL RAILS.

APPLICATION FILED MAY I4, 1915.

Patented Jan. 16, 1917.

3 SHEETS-SHEET 2.

G. LANGFORD.

METHOD OF TREATMENT OF WORN STEEL RAILS.

APPLICATION FILED MAY I4. 1915.

L lg sfi, Patented Jan. 16,1917.

3 SHEETS-SHEET 3.

worn rail was TED AS PAEENT ICE.

GEORGE LANGFORD, 0F JOLIET, ILLINOIS,'ASSIGNOR TO AMERICAN McKENNAPROCESS COMPANY, 'OF MILWAUKEE. WISCONSIN. A CORPORATION OF WISCONSIN.

METHOD OF TREATMENT OF WORN STEEL RAILS.

My invention relates to a method of treatment of worn steel rails torender them usable for the original purpose for which they wereemployed.

As is wellknown, railroad rails wear out rather rapidly, due to theexacting service required by modern high speed and heavy loadingconditions. This wearing out, find, isdue to a number of distinct andseparate causes, some of which may be enumerated as follows: (1) Themetal of the rail head is actually worn away or lessened by abrasion orattrition. (2) The metal of the head and other-parts is displaced, as byrolling and pounding of the wheels. (3) The ends of the rail arebattered and deformed by the wheels jumping across the joints. (4) Thefishing including the surfaces forming plates on the lower side of thehead are distorted and pounded out.

The first effect is most pronounced on curves and rails are oftendiscarded because of actual loss of metal. The last two effects are themost destructive on tangent track.

The joint loses strength and the rail must be renewed. Since the mainbody of the rail is still usable, the operating companies have for sometime practised cutting off the ends of the rails far enough back tosecure a good joint and relaying the rail. This is only a partialsolution of the difficulty, as the rails are thereby shortened.

It has been known prior to my invention that used or worn rails may bererolled by reducing the cross section of the rail throughout its entirelength, the old rail serving merely as raw material or as-a billet forthe new product. That is to say, if the formerly a 75-lb. rail, thisrail may he reduced throughout its entire length to any less size,depending upon the degree of wear or displacement of the metal,

Specification of Letters Patent.

the bearing of the anglecontent will Patented J an. 116, 1917.

Serial No. 28,096.

i but this never has been of interest to the railroads, as the trend ofrailroad construction is always to increase the weight of rail beinglaid, or at least to maintain the same weight of rail and this weight ofrerolled rail is far too light and is suitable only for mining, lumberand contractors track constructions. Hence, the solution of the problemof making the best disposition of worn rails is not solved by rerolling.Attempts have also been made heretofore to renew the rails after thesame have become worn, but so great difficulty has been experienced insecuring a satisfactory product that such renewal process has beenconfined to rails which have become very slightly worn only.

I employ the term renew in contradistinction to the term reroll asindicating a treatment of the steel rail whereby the reduction of thecross section of the original rail is made as little as possible.

There are a number of apparently irreconcilable conditions which are tobe met in renewing rails, which conditions I have found it possible toovercome. f the metal of the rails is to be displaced or caused to flow,it is necessary to heat and soften the rails, but it is imperative thatthe heating be not carried to a point where the carbon be substantiallyinjured. But rolling at this low heat presents very great difficulty.The metal is very stiff and it is hard to cause it to fill the rolls. Asthe metal cannot be made to fill the rolls, the draft is unequal and, asa result, the rail squirms in the rolls and comes out kinky, as well ashaving rough spots where the rolls did not touch. These are difficultiesin rolling. A number of diificultiesin operation-or use of the railswhen so renewed, which will be described later, also arise.

The employment of my invention obviates, to a very great extent, thedifficulties of rolling, as well as the difiiculties of operation in theuse of the renewed rails, as will become apparent from the followingspecification.

The objett of my invention is to provide an improved method of treatmentof worn steel rails to render them usable for the purpose for which theywere originally employed.

Another object is to provide an improved process for reforming anunsymmetrical worn rail into a symmetrical steel rail with the same inaccordance a standard 100-lb. rail such as a minimum of effort and cost,the renewed rail having the same general dimensions as the originalrail. 7

Another objectis to provide a method of renewing worn steel rails intosymmetrical steel rails which will be'straight and evenly formed andfree of internal stresses.

Another object is to provide a method of renewing steel rails with aminimum of change in the physical condition of the steel and with aminimum shifting of the metal in the body of the rail itself.

Another object is to provide an improved method of renewing worn railsby rolling them in the same general dimensions as the original rail, butforming the head into a shape following in general the contour of wear.

A still further object of the invention is to provide a renewed railhaving full and ample bearing surfaces for the joints or angle-bars, andwhich will be usable for the purpose for which it was originally formed.

I shall now describe with more particularity the nature of the inventionin order that those skilled in the art may employ and practise the same.

In the accompanying drawings which form a part of the presentspecification, Figure 1 is an outline of the cross section of a standardrail such as is at present in common use throughout this country, theangleplates for forming the joint being also shown in outline; Fig. 2 isa similar diagram showing a shape which the rail head may assume afterconsiderable wear; Fig. 3 is an outline of the contour which the railhead may assume when worn to a greater degree than shown in Fig. 2; Fig.4 is an outline of the rail showing the same degree of wear as shown inFig. 3, and indicating, also in outline, the shape into which I formwith my invention. Figs. 5, 6 and 7 indicate, in outline, rail headsshowing different degrees of wear, and, Fig. 8 is a diagram showing theshape in which I have found it possible to form the heads shown in Figs.5,6, and 7.

In Fig. 1, I have shown, diagrammatically, in outline for purposes ofcomparison, is in common use on the railroads throughoutthis country,together with the angle-plates 2 and 3 which are employed for forming ajoint 'be tween the ends of the rails. Assume that this rail becomesworn to the condition shown in dotted lines in Fig. 2. The head 4 haslost considerable metal and the bearing surfaces 7 and 8 on the lowerside of the head have become virtually destroyed by wear. This is notshown in the figures as it would confuse the drawing, but the same iswell understood by those skilled in the art. It is impossible to wedgethe angle plates in farther as they strike the web. I find that 9 and 10on the flange,

would not touch the rolls and 7 mental effect.

these bearing surfaces are of the greatest im I portance, since thestrength of the rail joint depends wholly effect of the plates 2 and 3between the ends of the rails. This fact has hitherto been ignored inpre\-'ious.attempts to renew rails.

As soon as the bearing surfaces and 8 are destroyed so that theangle-plates no longer wedge between the head and the flange, thestrength of the joint is gone. Since the bearing surfaces 7 and 8 on thehead are smaller than the bearing surfaces faces 7 and 8 become thelimiting factors in the strength of the joint. As the joint is theweakest part in the track, the value of the track virtually depends uponthe bearing surfaces 7 and 8 between the rail head and the angle plates.

I am familiar with the process of renew practised under the Mc-- ingsteel rails as Kenna Patent N 0. 522,228, and as modified by laterdevelopments in the art. This process amounts to rerolling the railswith a view to reducing the cross section of the rail equally in all theoriginal height of the original rail. Under the prior practice the wornsteel rail shown in Fig. 2 would be rerolled to the outline-shown infull lines 11 (Fig. 2),.but the greatest difficulty is experienced intrying to fill the relatively sharp corners l2 and 13, because the metalis stiff and cold-and cannot be made to flow freely.

As above explained, the heating of the upon the beam or girder thesebearing surdimensions, while maintaining rails can be carried only toapoint where the i composition of the steel will not be affected andthis point is so low as to secure very little fluidity of the metal.

Due to the great pressure necessary in attempting to fill the corners,the draft is so uneven, being especially light at the worn 2 ow assumethat the rail is worn to the shape outlined in Fig. 3. Under the priorpractice if it were attempted to renew this type of rail the bearingsurfaces 7 and8 would be so narrow as to be of much reduced strength.Furthermore, it would beimpossible, practically, the relative-l;- on theworn 51 cc of the head. Hence, there would be occasonal places where therail the resulting highly detrito shift the metal in uneven draft wouldhave a too kinky to be -cold state into the corner 12' The rail wouldnot only be straightened but also too' misses rolled into the formindicated in outline in Fig. 8 and designated by the letter A. The railsare placed in a furnace, and the entire rail is heated to a degree shortof affecting the quality of the metal. The furnace may be heated bycoal, gas, oil or electricity; the only requirement that I impose isthat'the entire rail be heated substantially uniformly throughout itsentire length. Oth erwise any preferred form of furnace may be employed.The rail is then taken from the furnace and passed through a pair ofrolls, making a single pass and is then passed through the finishingrolls, which gives it one of the contours shown in Fig. 8. Assuming thatthe rails are of an area equal to that. shown in Fig. 5, finishing rollswill be employed which will turn out the rail in outline correspondingto the section designated in Fig. 8 by the reference character A. If therails which are being renewed are of an area substantially correspondingto that shown in Fig. 6, the finishing rolls which are employed are ofsuch a form as to give an outline of the finished rail as indicated bythe reference character B in Fig. 8; and if the rails which are treatedare of an area equal to that shown in Fig. 7, the finishing rolls willturn out the rails in an outline corresponding to that designated by thereference character reduced and the flange is reduced as little aspossible. The change is practically all made in the head. This rollingand finishing, which I prefer to make in two separate sets of rolls of asingle pass through each set, elongates the rail to an amount which willallow the battered ends of the rail tobe sawed ofl, leaving the endwhere the joint is to be formed in as good condition as the original newrail. This restoration of the fishing, that is the contour of the railat the point where the angle-plate or fish-plate bears upon the rail toform a joint, is of the utmost importance.

In use of the renewed rail, the same dificulties which were attendantupon attempts to employ the rails renewed according to prior processes,have been largely, if not entirely, overcome. First. The bearing ofthe'angle thehead is substantially as great as it was in the originalrail. The width of the bottom part of the head'is substantially the sameas that of the original rail; hence there will be no offset in the gageof the track and substantially none in the height of the track at ajoint between a new rail and a renewed rail and ofl'set plates will notbe required. Due to following an outline corresponding to the contour ofwear, the internal stresses in the rails will be less, the rails will bestraighter and more nearly uniform and will wear evenly and a longeruseful life of the rail is obtained.

uneven for use. The flanges of the carwheels would strike the angleplates and might either break the joint or the flanges ofthe wheels.Hence, previous to my invention, no attempt has been made to renew arail as badly worn as that shownin Fig. 3.

According to my invention, the metal is shifted as little as possibleand is shifted in the head only. I do not disturb the metal of the weband disturb the metal of the flange 6 as little as possible, onlysufficient pressure being placed upon this part to cause the rolls togrip the same.

I have found that it is possible to renew steel rails which have beenworn to a very considerable degree by employing an outline which willfollow in general the contour of wear. For example, instead of formingthe sides of the head on a line perpendicular to the face of the flange,the sides of the head are tapered and joined to the top by roundedfillets such that the metal will very readily fill the same.

I wish it understood that I purposely deviate from the outline of theoriginal rail head. 4

A number of very striking advantages accrue. The width of the head atthe bottom is kept more closely to the original width, thus insuringgreater bearing of the anglebars at the under sides of the head, at thebearing surfaces 7 and 8, which as above explained are of primeimportance. The angle-bars do not project from the sides of the head,and hence there is nogdanger that the flanges of the wheels will strikethe anglebars and cause damage. The head top corner fillets are of suchan outline that the metal will fill the same. Under the previouspractice this has not been possible and has never been attempted. Due tothe metal properly filling the rolls, the rails will not come out kinkyand less labor of straightening will be required. There is lesselongation and reduction in weight per yard in making theproperly-filled head sections. The draft is more evenly distributed. Thelife of the rails is very considerably lengthened; that is to say, railswhich have been worn to a degree such that it would not have beenpossible under prior practice to renew the same, may now be renewed intoa shape which is acceptable to the railroads and can be produced at aminimum cost. v

In practice, I follow the following method of procedure: First, the wornrails are taken out of the track and are sorted according to the de reeof wear, as indicated in Figs. 5, 6 and into separate piles or heaps,in, say, three grades, an A grade, a B grade, and a C grade. I wish itunderstood that a diflerent system of grading maybe employed, thepresent scheme being only one of a number of ways in which the rails maybe graded. The A grade may be or fish-plate upon the lower side of C inFig. 8. The web is not i in While I have described my invention withconsiderable particularity, this has been done not in the sense ofimplying limitations, but for-making clear one manner inwhich theinvention is practised. It can be seen that my invention provides amethod of renewingrails which permits of greatly prolonged life of asteel rail and therefore teaches an enormous economic saving ofmaterial.

1 standard shape of rails may be employed in I do ,not intend to belimited to the employment of any specificor definite outlines inpractising my invention, the above examples having been given merely forthe sake of illustration and as showing one manner in which theinvention may be practised. The same principles which have been pointedout above in connection with one dealing with any other standard shapewhich has heretofore been devised or may be hereafter devised. of therenewed rail follows the'contour of wear it can be seen that the leasteffort and the best results may be obtained.

I In a companion co-pending application, Serial N 0. 28,260, filed May15th, 1915, I describe a method whereby an unsymmetrical rail may beproduced by following teachings similar to those above set out. In thepresent application I describe specifically the production of asymmetrical rail from an So long as the contour.

unsymmetrical worn rail, as being the hardest condition to meet.

What I claim and desire to secure by Letters Patent is the following:

1. The process of renewing worn steel rails to render them usable forthe purpose for which they were originally employed, which consists inheating the rails to a degree short of affecting the quality of-themetal, then changing the contour of the head only, in amount dependingupon the degree of wear, but leavmg the flange and web substantially thesame and restoring the -reduction of cross section due fishing of therail to the original or a suitable contour and then sawing ofi the endsof the rail.

2. The process of renewing worn steel rails to renderthem usable for thepurpose for which they were originally employed which consists inheating the rails to a degree just short of affecting materially thequality of the metal, then redistributing the metal of the head into ashape following in general the contour of wear, and rounding the upperhead corners of the rail in degree corresponding to the reduction ofcross section of the rail, in order to fill the rolls entirely, thecross section of the web and flange being reduced as little as possiblewhereby a rail of substantially the same general dimensions and of theoriginal or a suitable fishing is produced as the original rail.

3. The process of renewing worn steel rails to render them usable forthe purpose for which they were originally employed which consists inheating the entire rail to a degree just short of materially affectingthe quality of the metal, then redistributing the metal of the head intoa symmetrical shape following in general the contour of wear, roundingthe upper head-corners and taperihg the sides in degree corresponding tothe to wear, restoring the original fishing and maintainingsubstantially the full width of the base of the head, the cross sectionof the flange being reduced as little as possible, whereby a rail ofsubstantially the same general dimensions of outline, of fishing and ofwidth of base is produced such that the rail may be employed in the sametrack with new rails.

In witness whereof, I hereunto subscribe my name this 12th day of May,A. D. 1915.

GEORGE LANGFORD.

